Emergency brake-valve.



No. 785,955. PATENTED APE. 11, 1905.

EE. GOEEY. .y EMERGENCY EEAKE VALVE.

APPLIUATION FILED AUG,15, 1904.

. sition.

UNITED STATES Patented April 11,- 1905.

PATENT OEEicE.

FRED B. COREY, OF SCHENECTADY, NEW YORK, ASSIGNOR TO GENERAL ELECTRIC COMPANY, A CORPORATION OF NEW YORK.

EMERGENCY BRAKE-VALVE.

o SPECIFICATION fOrmng part of Letters 133.1361111 N0. 786,955, dated. April 11., 1905.

Application iiled August 15, 1904. Serial No. 220,738.

To all whom it may oon/cern:

Be it known that I, FRED B. COREY, a citizen of the United States, residing at Schenectady, county of Schenectady, State of New York, have invented certain new and useful Improvements in Emergency Brake-Valves, of which the following is a specification.

My invention relates to improvements in means for automatically controlling power- Aactuated brakes in case of an emergency,

and is intended for use especially in connection with electrically-propelled vehicles or trains equipped with what is known as the straight air-brake system.v In a straight air-brake system, in which the brakes are ap- In United States Patent No. 7 55,750, is-l sued to me March 29,1904, I disclosed` means for guarding against the possibility of the automatically-actuated emergency mechanism being rendered ineifective if operated when the motormans valve is left in a certain po- Thc invention disclosed inthe above patent consists of the combination', with an emergency-valve, which is operated to apply i the brakes whenever the, operator becomes valve.

incapacitated, of a motormans valve so constructed and arranged that it will move automatically from a position which renders the operation of the emergency-valve ineffective into another position which will not ,interfere with the eliective operation of said emergency- My present invention consists in an improved arrangementvfor accomplishing the same end. By my present invention instead of modifying the motormans valve in any 5o way so as to cause it to return to a certain position I provide an auxiliary valve mechanism controlled by an emergency-valve, which acts not only 'to connect the train-pipe to a source of pressure to apply the brakes, 5 5 but also disconnects the train-pipe from the motormans valve, so that the position in which the motormans valve is left is immaterial as regards the operation of the emergency system. 6o

My invention will best be understood by reference to the accompanying drawings, in whichf Figure I shows diagrammatically a straight air-brake system arranged in accordance with -my invention. Fig. 2 represents the auxiliary valve mechanism which acts to connect trainline to reservoir and to disconnect train-line from the motormans valve, and Fig. 3 shows the em ergcncy-valve which controls the aux- 7o iliary valve mechanism shown in Fig. 2.

Referring iirst to Fig. 1, V represents the motormans valve connected to trainline L and to reservoir R and arrangedin the usual manner to connect train-line either to reservoir for applying the brakes or to atmosphere for releasing the brakes. C represents a compressor for charging the reservoir R. B represents a brake cylinder connected to the train-line L. A represents the auxiliary valve 8o mechanism comprising two Valves inserted in the connections fromthe motormans valve V to train-line L and to reservoir R, respectively. The auxiliary valve mechanism A is connected to train-line Ltlirough the pipe Z, to reservoirR through the pipe r, and to the motormans valveV through the two pipes o and o'. It is also operatively connected to the emergency-valve E through the pipe e. The emergency-valve E is shown mounted in the 9o controller-casing F. v

Referring now to Fig. 2, the casing of auxiliary valve mechanism contains two valves I and 2, connected by the spindle 5, which is channeled as indicated in the drawings. Rigidly connected to valves'l and 2 is the piston 10. The piston and valves are normally held pressed in the position shown by the springs 9. WV ith the valves in this position a connection is established from the reservoir-pipe r through chamber 6 to pipe e, leading to the motormans valve. A connection is also established from the train-line pipe l, through chamber 3, through the channels in spindle 5, and through chamber 4 to the pipe e', leading to the motormans valve. A connection also exists from reservoir-pipe 11 and chamber 6, through the restricted passage 7, to chamber 8, which is connected to the pipe e, leading to the emergency-valve. The pipe e is connected in the emergency-valve, as shown in Fig. 3, through a channel 11, to a chamber 12, in which is a valve 13, normally pressed upon its seat, as shown, by the spring 14. The valve 13 carries a spindle 15, a portion of which is channeled, as shown, and thereby connects chamber 12 to the passage 16, which leads to atmosphere, when valve 13 is lifted from its seat against the pressure of spring 14. Spindle 15 projects beyond the casing of emergency-valve E, so as to be engaged by the controller operating mechanism whenever the controller-handle is released by the molLorman. The connection between spindle 15 and the controller-handle is not shown, since it is clearly described in Patent No. 755,750, above referred to, and since tle\s ecific form of connection employed forms no part of the present invention. It is suliicient for the present invention if it be understood that when the controller-handle is released by the motorman the spindle 15 is pushed inward, connecting chamber 12, through passage 16, to atmosphere.

The operation is then as follows: When chamber 12 is connected to atmosphere upon the release of the controller-handle, the pressure in pipe e, and consequently in chamber 8 of valve A, is lowered. The restricted passage 7 is too small to admit air to chamber 8 fast enough to equalize the pressure. The reservoir-pressure in chamber 6 consequently acts to move piston 10 to the right, compressing spring 9, lifting valve 2 from its seat, and seating valve 1. I/Vith the valve thus moved a connection is established from the reservoir-pipe R, through chamber 6, through the channels in spindle 5, and through chamber 3, to train-line pipe Z, thereby admitting air from reservoir to train-line and applying the brakes. At the same time the closing of valve 1 breaks the connection between chambers 3 and 4, and consequently between trainline pipe Z and the pipe c, leading to the motormans valve. Thus it is immaterial as regards the emergency system in what position the motormans valve is left, and the emergency system is always operative regardless of the position of the motormans valve.

Many modifications may be made in the construction and arrangement of parts without departing from the spirit of my invention, and I aim in the appended claims to cover all such modifications. .l do not, however, claim, broadly, in this application an emergency-valve operative upon the release of a controlling-handle to establish braking connections. Such a valve adapted and arranged for operation in connection with an automatic braking system forms the subjectmatter of a prior application, Serial N o. 148,902, tiled by me March 21, 1903. My present invention relates only to straight airbrake systems and valves adapted and arranged for use therewith to disconnect trainline from the motormans valve and to connect it to reservoir.

What I claim as new, and desire to secure by Letters Patent of the United States, is

1. In a straight air-brake system, an emergency device comprising a valve mechanism adapted and arranged to disconnect trainline from motormans valve and to connect train-line to reservoir, and means actuated upon the release of a controlling-lever for causing said valve mechanism to operate.

2. In a straight air-brake system, in combination with a motor-controller, a valve mechanism controlled from the controller operating means and adapted and arranged to disconnect train-pipe from motormans valve and to connect train-pipe to reservoir.

3. Ina straight air-brake system, means independent of the motormans valve for ccnnecting train-pipe to reservior and at the same time disconnecting train-pipe from motormans valve.

4. In a straight air-brake system, in combination with a motor-controller, means actuated upon the release of the controller-handle by the motorman and adapted to disconnect train-pipe from motormans valve and to connect it to reservoir to apply the brakes.

5. In a straight air-brake system, in combination with a motorcontroller, a valve mechanism independent of the n'lotormans valve and controlled from the motor-controller operating means adapted to disconnect train-pipe from motormans valve and to connect it to reservoir.

6. In a straight air-brake system, in combination with a motor-controller, an antomatic valve mechanism located between the motormans valve and the train pipe and adapted to disconnect train-pipe from motormans valve andA at the same time connect train-pipe to reservoir, and a valve operatively connected with the motor-controller operating means for controlling the operation of said automatic Valve.

7. In a straight air-brake system, in combination with a motor-controller, an automatic valve mechanism located between the motormans valve and the train pipe and adapted to disconnect train-pipe from motormans valve and at the same time connect train-pipe to reservoir, and a valve arranged to be actuated upon the release of the conlOO IIC

ISO

troller-handle by the motorrnan and Controlling the operation of said automatic valve.

8. In a straight air-brake system for vehicles, a valve mechanism adapted and arranged to disconnect train-line from 1notormans valve and to connect train-line to reservoir, and means normally under control of the motorman in the operation of the vehicle for controlling the operation of said valve mechanism. f

9. Ina straight air-brake system for vehicles, a valve adapted and arranged to disconnect train-line from motormans valve and to connect train-line to reservoir, a controlling-lever, and operative connections between said lever and said valve.

10. In a straight air-brake system for vehicles. a valve mechanism adapted and arranged to disconnect train-line from motormans valve and to connect train-line to reservoir, and an automatic controlling device adapted to be normally held in a position to prevent the operation of said valve mechanism and arranged to cause the said mechanism 

